Locomotive driving mechanism



A. A. OLSON. LOCOMOTIVE DRIVING MECHANISM. APPLICATION FILED APR. 1, 1918.

1,307,142. Patnt edJ-une 17, 1919.

ALFRED A. OLSON, OF RIVERSIDE, ILLINOIS.

LOGOMO'IIVE DRIVING. MECHANISM.

Specification of Letters Patent. Pate t d J 1'7 191% Application filed April 1, 1918. Serial No. 225,927.

To all whom it may concern Be it known that I, ALFRED ApOLson, a citizen of the United States, and a resident of the town of Riverside, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Locomotive Driving Mechanism; and I do hereby declare that the following is a full, clear, and exact description of the saine, reference being had to the accompanying drawings, and to the numerals of reference marked thereon, which form a part of this specification.

It has been customary in locomotive construction to connect the rear end of the main rod to a main crank pin to which one of the side rods is also connected; this construction applies the driving force directly to the main crank pin and due to the friction of the main and side rods thereon, the main crank pin soon becomes worn and requires replacement.

This invention relates to an improved form of a locomotive driving mechanism wherein the rear end of the main rod is connected to an intermediate non-revolving crank pin supported by the rear side rod, instead of being connected to the main crank pin, thus affording a construction wherein the main crank pin is relieved of the main driving stress which is exerted upon the intermediate crank pin on which the frictional wear is less than that exerted on the main crank pin when the main rod is attached thereto.

It is an object of this invention to provide an improved form of a locomotive drive transmission mechanism in which the main crank pin is relieved of receiving the drive directly from the maln rod.

It is also an obJect of this lnvention to provide a locomotive driving mechanismwherein the main rod is connected to a stationary intermedlate crank pm.

A further object of he invention is the construction of a locomotive driving mechanism wherein the front side rod and themain rod are connected to an intermediate crank pin instead of to the main crank pin. It is furthermore an ob ect of the HD7611 side rods to the main, front and rear crank p1ns.

It is an important object of this invention to provide an improved form of a locomotive driving rod mechanism of simple constrnction whereby the friction wear from the main rod exerted on a stationary intermediate crank pin to which it is connected is materially less than the wear exerted by the main rod 011 a revoluble main crank pm when it is connected thereto.

'Qther and further important objects of bills invention will be apparent from the disclosures in the specification and drawlngs.

Theinvention (in a preferred form) is illustrated in the drawings and hereinafter more fully described.

On the drawings:

Figure 1 is a side elevation of a locomotive equipped with an improved form of a driving rod mechanism embodying the principles of this invention;

Fig. 2 is an enlarged side elevation of the driving rod mechanism showing fragmentary parts of the locomotive driving wheels.

Fig. 8 is a top plan view thereof, with the driving wheel parts omitted.

Fig. at is an enlarged detail section taken on line l l, of Fig. 3, showing parts in elevatlon.

Fig. 5 is a side elevation of a modified form of the device shown attached to locomotive driving wheels which are partly broken away.

Fig. 6 is a top plan view thereof with the wheel parts omitted.

As shown on the drawings:

The reference numeral 1, indicates as a whole a locomotive provided with front, intermediate or main, and rear driving wheels numbered 2, 3 andt, respectively, and with front truck wheels 5, positioned 011 the front truck below steam cylinders 6. Piston rods 7 of said cylinders have the outer ends thereof connected with crosshead wrist pins 8, which are carried by crossheads 9, slidably mounted in the regular way in crosshead guides 10, secured upon thesides of the locomotive. Integrally formed on each of the driving wheels is a .crank 11.

Mounted at right angles on the front,

main and rear cranks 11, are outwardly extending front, main and rear crank pins 12,

13 and 14 respectively. Rotatably mounted on the rear crank pin 14, is the rear end of a rear side rod 15, on the front end of which is integrally formed'a transversely passaged head 16, having parallel forks or lugs 17, integral therewith, each of sand forks provided with a tapered passage or opening. Projecting through the tapered openings in the forks 17, is a stationary front intermediate crank pin comprlsmg a body portion 18, a head 19, a tapered portion 20, between said head and body portion, a tapered portion 21, integral with the other end of the body portion 20, and a threaded stud 22, integral with the end of the tapered body portion 21. As clearly shown n Fig. 4, the tapered portion 20, seats 1n the tapered opening in the inner fork 17, while the tapered portion 21, seats in the tapered opening in the outer fork 17, to position the body portion 18, between said forks. The intermediate crank pin is held in position by means of a nut 23, threaded on the stud 22.

Rotatably mounted on the body portion 18, of the non-revolving intermediate crank pin and adjacent theimmr fork 17, is the rear end of a front side rod 24, provided with a. bushing 25, which bears upon said body portion. The front end of the front side rod is rotatably mounted on the front end crank pin 12. Also rotatably mounted on the body portion 18, of the intermediate crank pin between the outer fork 17, and the rear end of the front side rod 24, is the rear end of a main rod 26, which is provided with a bushing 27, which bears upon the body portion 18, of the intermediate crank pin. The front end of the main rod 26, is connected to the crosshead wrist pin 8, and is retained thereon by means of a nut 28, removably threaded onto said crosshead wrist pin. The side rods 15 and .24, are held in position upon the crank pins 12, 1.3 and 14, by means of retaining nuts 2:, removably threaded upon the outer ends of said crank pins.

In the modified form of the device shown in Figs. 5 and 6, the rear end of a rear side rod 30, is rotatably connected to the rear end crank pin 14, while the front endof said rear side rod 30, is rotatably connected on the main crank pin. 13. Integrally formed on the front end of the rear side rod 30, is an apertured tongue or lug 31, which is disposed between the apertured forks of a stub end fork 32, integrally formed on the rear end of a front side rod 33, the front end of which is rotatably connected to the front crank pin 12. The stub end fork 32, is held associated with the lug 31, by means of a front intermediate crank pin 34, provided with a retaining nut 36. The side rods 30 and 33, are retained in position on the crank pins 12, 13 and 14, by means of retaining nuts 37. The rear side rod 30, has integrally formed intermediate the ends thereof an enlarged passaged portion 38, through which projects a non-revolving rear intermediate crank pin 39, to which the rear end of a main rod 40, is pivotally connected. The front end of said main rod 40, is pivotally connected to the crosshead wrist pin 8.

The operation is as follows:

In the form of the device shown in Figs. 1 to 4 inclusive, the rear ends of the front side rod and of the mam rod are both pivotally connected with the non-revolving front intermediate crank pin. IVith the parts assembled as described, a drive from the piston rod 7, is t 'ansmitted to the crosshead 9, which slidably reciprocates in the crosshead guide 10. Movement of the crosshead in its guide causes actuation of the main rod 26 connected with the crosshead wrist pin 8. The drive is thereby transmitted to the intermediate crank pin, which in turn actuates the side rods 15 and 24, which act to rotate the driving wheels 2, 3 and 4, to move the locomotive. It will be seen that with the main rod connected to the intermediate crank pin, that the main crank pin 13, is relieved from receiving a direct stress from the main rod, and that the frictional wear on the non revolving intern'iediate crank pin caused by movement of the main rodthereon is small and materially less than the frictional wear on the rotatable main crank pin in a construction in which the main rod is connected 1 directly to the main crank pin. The reduced amount of frictional wear on the intermediate crank pin is due to the fact that said intermediate crank pin is non-revolving and that the rear end of the main rod has less movement on saidintermediate crank pin than it has on the rotatable main crank pin when it is connected thereto.

The operation of the modified form of the drivmg rod mechanism ofFigs. 5 and 6 is very simple, the drive from the cylinder being transmitted through the main rod 40, to the rear non-revolvii'ig intermediate crank pm 38, which is supported by the rear side rod 30, thus relieving the main crank pin 13, of the direct driving stress. The rear intermediate crank pin serves as a means for transmitting the drive to the side rods which thereby prestresses are applied to the non-rotatable intermediatec 'ank pins on which the frictional action of the main rods is less than it is on the main crank pins when the main rods are connected directly thereto, due to a reduced amount of movement of said main rods on the intermediate crank pins.

I am aware that numerous details of construction may be varied through a wide range without departing from the principles of this invention, and I therefore do not purpose limiting the patent granted otherwise than necessitated by the prior art.

I claim as my invention: 7

1. A locomotive driving rod mechanism comprising side rods, a non-revolving intermediate crank pin connected therewith, and a main rod connected with said intermediate crank pin.

2. The combination with a main rod, of an intermediate crank pin supporting one end thereof to receive a drive therefrom,-

main and end crank pins, side rods con nected thereto and to said intermediate crank pin adapted to be driven by said main rod through said intermediate crank pin.

3. In a locomotive driving rod mechanism the combination with a main crank pin, side rods supported thereby, an intermediate crank pin rigidly secured against rotation on one of said side rods, and a main rod connected to said intermediate crank pin.

4:. The combination with side rods, of a main and end crank pins supporting said side rods, an intermediate crank pin supported by one of said side rods, and a main rod connected thereto adjacent the other of said side rods.

5. The combination with locomotive driving wheels and the cranks thereof, of crank pins on said cranks, a front side rod and a rear side rod supported on said crank pins, a main rod, and an intermediate crank pin for supporting one end of said main rod and said front side rod.

6. In a mechanism of the class described the combination with a rear side rod, of crank pins supporting the ends thereof, a front side rod, a crank pin supporting one end thereof, an intermediate crank pin supported on said rear side rod to afford a support for the other end of said front side Copies of this patent may be obtained for rod, and a main rod having one end thereof also connected with said intermediate crank 7. In a locomotive driving rod mechanism, a rear side rod, a rear crank pin supporting the rear end thereof, a main crank pin supporting the other end of said rear side rod, forks on the front end of said rear side rod, an intermediate crank pin projecting through said forks, a front side rod, a front crank pin supporting the front end thereof, the rear end of said front side rod connected to said intermediate crank pin, and a main driving rod having one end thereof con nected to said intermediate crank pin and the other end connected to receive a drive from a cylinder of the locomotive.

8. The combination with a rear side rod, forks thereon having tapered openings therein, a crank pin projecting through said forks provided with tapered portions near the ends thereof to seat in said tapered openings, means for holding said crank pin in position, and a front side rod and a main rod connected to said crank pin between the tapered portions thereof.

9. In a locomotive driving rod mechanism the combination with a main rod, of a nonrevolving intermediate crank pin for supporting one end thereof.

10. The combination with a main rod, of a non-revolving intermediate crank pin supporting one end thereof to receive a drive therefrom, main and end crank pins, side rods connected thereto adapted to be driven by said main rod through said non-revolving intermediate crank pin.

11. In a locomotive driving rod mechanism the combination with a rotatable main crank pin, side rods supported thereby, an intermediate crank pin rigidly secured against rotation in one of said side rods, and

a main rod pivotally connected on said non-- revolving intermediate crank pin.

In testimony whereof I have hereunto subscribed my name in the presence of two subscribing witnesses.

ALFRED A. OLSON.

WVitnesses:

LAWRENCE REIBs'rEIN, CHARLES W. HILLS, JR.

five cents each, by addressing the Commissioner of Patents.

Washington, D. G. 

